The Widow has been off the "MINI radar" for some time now... and after a couple years of hiatus, it's back in business and it's Better, Meaner, and Faster

Using Bytetronik's FA Tuning kit on the stock ECU, car is making close to 350WHP on 17psi on Cali 91-Octane pump gas (measured on a Dynojet)...

Mods are:
- MegaMINI Turbo Kit
- Garrett GT3071 Turbo Kit
- Thumper Performance TPR2-T BVH
- 1320-spec CAT cam
- Bytetronik FA-Tuning kit
- Custom tune by Mynes Tuning
- 750cc injectors
- Stock ECU
- 100% street legal

Here are some videos:
1) Sound Clip of the Widow on the Dyno:

2) Actual Dyno Pull:

3) Dyno Run with grahp:

 

Nice to see it back.

Ok, where's the Oversized Thumbsup Smiley.....

Memories!

 

that thing sounds nice, i bet its also alot to handle on the street

 

so this is why thump was saying the cat would work with the turbo. haha!
Nice work. I see you guys scaled the 750's on the stock ECU! Congratulations are in order. Bosch Cores? or are they Deka's (or others ? )

 

Forgot to add, car also has a custom "fuel return system"... those 750cc are just the RC injectors, nothing fancy. These have been running in the car since 2009. For a turbo setup and especially with the "fuel return system", the Bosch 550cc would have been more than sufficient... we kept the 750cc for the eventual upgrade to E85.

Car drives great on the streets... we got the idling down to a perfection even on the 1320-CAT CAM.

 

for the uninformed that may be going "where can I get this fuel return system?!" it is simply a more "old" school system that works better for high performance applications, but typically causes more VOC emissions. In a non-return setup the fuel goes through a pump and a pressure regulation valve in the tank which bleeds off excess pressure into the tank without ever leaving, keeping the fuel supply line from the gas tank to the fuel rail dead head at a constant pressure. for a return setup the fuel pressure regulator is on the outlet of the fuel rail, which bleeds off the excess flow back to the tank.

Fuel pumps may have a varrying load output, but need to constantly have fuel flow through them instead of being at a dead head pressure.

Dead head pressure (pump turning to prevent leakback, but have no flow while holding a constant pressure) is not good for pumps as typically the liquid flowing through them also serves to cool off the components.

so, in a return setup, the fuel is pumped to the rail, is regulated on the rail outlet, and the bleed off is sent back to the tank.

No problems right?

Well, it results in more lines being run (more chances for something to leak or go wrong, but this is not much of an issue)

as well as the fuel traveling up the length of the car, hanging out in the engine bay for a bit, and then traveling back down the car and into the tank, and tends to pick up a bit of heat on the way.

As the temperature of a fluid increases (especially a volitile one), vapor pressure increases.

The warming of the fuel in a return setup will warm the gas in the gas tank up as the entire system is being turned over and cause more of the fuel to transition into the vapor stage and cause more emissions from the gas tank.


For cars requiring much larger flow volumes however, they are necessary to keep up with the quickly changing demand in fuel rail pressure as found in a 1:1 regulated fuel rail for a turbo setup (fuel rail pressure increases 1:1 with boost pressure) <- allows for "smaller" injectors to be run than a static load fuel rail.

It is a multi faceted setup that has pro's and con's (as with anything), but is needed in certain situations.

I am planning on doing one when I go to flex fuel as I will put the sensor in the return line just after the fuel rail exit. This means that the computer will know exactly what is entering the engine instead of guessing as the two fuel types mix and there is more of a "plug flow" of concentration in the fuel supply line as would be with the non-return style setup.


As for those of you saying "but we have a fuel pressure regulator on the fuel rail! I have seen it!"
Well, yes.. we do.. but it is a secondary unit to help smooth out the spikes and whatnot from our variable load pump.
Or that is how I have understood our factory system works... Mike and Jay would perhaps be more knowledgeable on that particular subject.
This is a hobby of mine, a business of theirs after all.

 

how well is the drive train giong to hold up?

 

That's one of those "traction is your enemy" issues, but overall because of the nature of turbo power, it should hold up better than a compareable HP'd S/C car.

The original build on this car years ago had it way up there too, don't know what kind of problems, if any, he had with drivetrain then.

 

The OEM tranny is quite strong, will hold up to almost 500whp without much modification.

Twin-disc clutch is needed for 300+ WHP, which the Widow already has in place.

 

where did you get the megamini turbo kit???? i've look on the internet and found nothing.....

 

curious to know actually, what are the inducer and exducer sizes on the 3071 used?

I am looking at a 51/47mm Comp CT2 Billet

 

where did you get this MegaMINI Turbo Kit? or is this all custom ?

 

The Widow was one of the original T53 converted by Dr. Hubie at MegaMINI... there are about 10 of these kits floating around the world and this is one of the originals. There are indeed a lot of 'custom' parts on this MINI.

 

Can you post pictures of the turbo setup and the intercooler/rad setup. Thinking of doing a similar setup.

Are there still issues with adaptive crap with the stock ECU in this setup?

Thanks

 

I expected more horsepower.

 

On 17 psi?

That's a helluva lot more than w/ 20 psi on my S/C + when you consider Over 275 the hp gets harder & harder to come by.

 

It does get harder. I know. I just expected more. Like over 400.

 

In fact, this car went 400+ WHP back in 2007...

400 WHP can easily be achieved on its current setup; all we have to do is turn up the boost controller and give it a few more psi... If we have 93 octane pump gas here in Cali, then the car would easily make another 20+WHP at the same 17psi level...

 

Interesting

 

I liked the sound of the widow.... the other car sounded good but seams like it hit redline a lot faster than a big boost pull.....
jamming vids....

Widow- did you degree the cams in yourself or do you know what lobe center you set them up at ?

 

It's running the 1320-spec CAT cam with the Thumper Performance ACG (Adjusted Cam Gear). Also has the TPR2T head from Thumper.

 

you guys still working ont his project?

 

Yes and no. This is one of our shop cars so we are always 'working' on it. It gets driven about once a week and we attend car shows... but the only thing we are testing is bigger injectors

Not a big fan of the RC 750cc - testing some Bosch 680cc right now

 

Why not try the ID750s?

 

give bosch motorsport a ring, they may have some custom ones in the 750 range.

If you guys are up for it and want to send me a tune I can let you know if it will crank with 950cc injectors

but as for running it, sticking with the vipec now as the car is just so different from factory.